Power transmission



Feb. 25, 1941. E. R. MAURER POWER TRNSMI ss ION Filed Dec. 2. 1936 s sheets-sheet 1 INVENTOR f1/V2.7? R Maurel:

l TTORNEYS.

Feb. 25, 1941. E. R MAURER POWER TRANSMISSION Filed Dec. 2, 1936 5 Sheets-Sheet 2 Feb. 25, 1941. E. R MAURER v POWER TRANSMISSION Filed Dect. 2, 1936 3 Sheets-Sheet 3 INVENTO F @am ATTORNEYS. 7

Patented Feb. 2:5, 1941 i UNITED STATES POWER TRANSIWISSION Edwin R. Maurer, Detroit, Mich., assignor to Chrysler Corporation, Highland Park.v Mich., a

corporation of Delaware Application December 2, 1936, Serial No. 113,772

8 Claims. (Cl. Z4-328) This invention relates to driving mechanisms and refers more particularly, in one embodiment thereof, to improvements in driving mechanism for motor cars or vehicles, especially where it 5 is desired to vary the driving speed ratio between the vehicle engine or prime mover and the propelling ground wheels.

One object of my invention resides in the provision of an improved driving mechanism l adapted, under predetermined desired conditions, to automatically eiect the drive for the vehicle. My driving mechanism is preferably adapted for use in connection with a speed ratio changing transmission and is adapted to establish an l auxiliary driving speed ratio for the vehicle,

such as an overdrive ratio, for example.

A further object of my invention resides in the provision of an improved driving or speed ratio changing mechanism adapted to automatically respond in its actuation to predetermined desired operating conditions of the vehicle. Thus, by.

way oi example, I have provided an overdrive which is automatically effective in an improved manner when the vehicle attains a predetermined speed so that on reaching this critical speed, the overdrive becomes effective and on falling below this critical speed the overdrive becomes ineffective.

Further objects of my invention are to provide 3o means to simplify and lessen the manufacturing cost of the driving mechanism commensurate with the improvements obtained by my invention, and to simplify and improve the alignment of parts of the driving mechanism.

Other objects of my invention are to provide improvements in the controls of the overdriving mechanism. This mechanism, according to the present embodiment of my invention, includes an overrunning clutch `for permitting synchronization in the speeds of the operating structures of an automatic centrifugal clutch for effecting an automatic control of the overdrive gear train in a manner which is smooth and positive in its operative response to motor vehicle driving 5 speeds. it is desirable to provide manually controlled mechanism for locking out the overrunning clutch and my invention provides improvements in the manual control of this clutch.

Furthermore, my invention has among its ob- 50 jects to provide improved controlling mechanism for the automatic clutch and the overrunning clutch, such mechanism being easily shifted and protected in an improved manner against operations tending to damage the parts of the mecha- 55 nism; to provide an improved manual control for fthe overrunning clutch combined with a reverse control mechanism and selectively operable independently thereof; and to provide improvements in the drive between the manually operable control clutch and the overdrive automatic and overrunning clutches whereby the operation of the manual clutch is facilitated.

Further objects and advantages of my invention will be more apparent from the following illustrative embodiment of the principles of my 10 invention, reference being had to the accompanying drawings, in which:

Fig. 1 is a sectional elevational view through the driving mechanism including the transmission and overdrive mechanism, 15

Fig. 2 is a sectional top plan view of the overdriving mechanism, the view being taken as indicated by the line 2-2 of Fig. 1.

Fig. 3 is a sectional top plan view of the `manual control mechanism taken as indicated 2o Fig. 6 is a detail sectional view of a portion of 3o the `manual control mechanism taken as indicated by the line 6-6 of Fig. 3.

Fig. 7 is a detail sectional view of a portion of the manualv control mechanism taken as indicated by the line 'i-- of Fig, 4. 35

Fig. 8 is a detail sectional view taken as indicated by the line 8--8 of Fig. 6.

Fig. 9 is a transverse sectional elevational view taken approximately as indicated by the line 9 9 of Fig. 2. A o

Fig. 10 is a, view similar to Fig. 9 but showing the automatic clutch in its engaged condition.

Fig. 11 is a sectional view through a portion of the overrunning clutch taken as indicated by line ll--H of Fig. 2.

Referring to the drawings, I have illustrated my driving mechanism A interposed between a speed ratio changing transmission B and the driven shaft I3, the latter extending rearwardly to drive the rear wheels (not shown) of the motor car or vvehicle in the usual well known manner, it being understood that I have elected to show my invention in association with a motor vehicle drive although my invention in its broader aspects is not necessarily limited thereto. Furthermore. my driving m may be used to advantage at various other points in the line of general power transmission between the vehicle engine and the driven wheels, or between driving and driven means such as shafts of other types of devices.

The transmission B may be of any suitable type such as the conventional selector type operated in the well-known manner through usual selector controls whereby the various adjustments may be made to the transmission in order to provvide the speed ratios in the line of drive through the transmission.

The power coming from the usual engine or other prime mover (not shown) which may be located forwardly of the transmission B drives the transmission from an engine drive shaft Il and the power is taken from this transmission by a power driving means or shaft I5 piloted in the rearwardly extending portion of a transmission driven shaft I6.

'I'he front wall of a housing or casing |00. carries a suitable bearing |6b in which is mounted the driving shaft Il, whereas another bearing |6c carried by a rearward extension of housing lia is adapted to journal the driven shaft I6 therein.

A countershaft |6d is mounted to rotate on an arbor |6e supported at its ends by the walls of housing |6a, this countershaft being formed with a number of integral gears |6f, |6g, Iih, and Iii. Of these, the gear |6f is in constant mesh with a gear or pinion |61', formed on the `driving shaft I4, so that the countershaft |6d is continuously connected to and driven from this shaft Il in the well known manner. The gear |6g is also continuously in mesh with a gear |6k which is rotatably mounted on the driven shaft 6 as will be readily understood.

A shiftable clutch |6m is drivingly connected to the driven shaft Il and is adapted for forward and rearward clutching action with cooperating clutch members I6n and |6p respectively, members |611. and |6p being fixed to the gears |67 and iik. A shifter groove |6q is formed on clutch |6m which receives a shift fork |61'. T'he fork |61' is connected to a shifter rod, as will presently be apparent, and is adapted by rearward movement of the vehicle operator to engage the clutch |6m and clutch member |6p to effect the second speed; whereas moving the fork forwardly engages the clutch lim and clutch member |6n to provide the direct drive in a well known manner.

Gears |6h and |6i constitute the low speed and reverse gears respectively, and are adapted to drive a gear |6s which is splined to and slidable on the shaft I6, this gear |6s being directly engageable with the gear |6h. The gear lis may be driven from the gear |61' through a reverse idler pinion |6t in the well known manner. Such sliding action is effected in the usual way by means of a shifter fork |6u which engages in a groove |6v in the body of the gear |6s, this fork being actuated by a shifter rod as will presently be apparent. Thus, upon forward movement of fork liu. the gears |6h and lis engage to provide the low speed drive; whereas rearward movement thereof engages the gears |6s and |6t to effect the reverse drive.

Drivingly connected to splines |1 formed on the forward portion of the driving' shaft i5 between casings |6cand Il of the transmission B and driving mechanism A respectively, is a collar 20 having an annular groove 2|. A shifter fork 22 is adapted to engage the groove 2| to move the shaft i5 fore and aft.

The drivm shaft I3 is provided with an enlargedforwardextension coaxialwiththe aligned asu ofshafts Il and il and surrounding iherearendofshaft i6 andwhiletlsenlarged portion may be formed integrally with shaft such structure is preferably built up for convenience of manufacture and attached to the shaft Il, as by bolts or rivets 2l.

Formed at the forward end of the extension 22, where planetary gearing is employed, is an internnl gear 2l meshing with aplurality of circumfermtially spaced planetary gears 2t mounted on axles 2l connected by a ring-like carrier 2l. The carrier 2l is provided with a rearwardly extending driving member in the form of a cylindrical shelllike 'clutching portion 2! having a plurality of circumferentially spaced slots Il adapted for clutching engagement with the centrifugal force operated clutching elements or pawls 3| for the overdrive as will be presently more apparent, the portion 2l bearing against a suitable face of extension 22 to prevent rearward movement.

The planetary gears 26 also mesh with a'sun gear 32 freely surrounding shaft I5, the gear 22 being non-rotatably secured to the casing I! as by bolts I3.

The extension 23 transmits a drive from driven shaft I3 to the internal gear 25 prior to the overdrive from the driving shaft l5 to the driven shaft Il as will presently be more apparent. When the overdrive is established, with .the engine driving the vehicle, the extension 23 transmits the drive from the internal gear 25 -to the driven shaft Il.

A suitable bearing is provided for the extension 23 at the extreme forward portion of the mechanism A. An inwardly extending flange 34 is drivingly connected to the extension 23 and rotatably journaled on a bearing 35, this bearing being supported by the sun gear 32 and held against fore and aft movement respectively by a snap-ring 36 carried -by the gear 32 and the carrier 2l. 'Ihe flange 34 may, if desired, be formed integral with the extension 23 or may be provided, as shown, with external teeth to mesh with internal teeth on the extension 23 and held against forward and rearward movement by a snap-ring Il and an abutment 38 on extension 23 respectively. An aperture 39 may be provided in the flange 34 to insure proper lubrication ofY the planetary gear train.

A pawl cage Il, carrying one or more pawls 3| of an automatic clutch C, is drivingly connected to splines Il on the rearward portion of the driving shaft I5 just rearwardly of the carrier 26 and is locked against fore and ait movement relative to shaft I5 by snap-rings I3 and M respectively.

This automatic clutch may be of the type, best shown in Fiss. 9 and 10, wherein the pawls 3| are yieldingly urged inwardly to their disengaged or declutched positions by springs 45. If desired. each pawl may be provided with a spring actuated ball detent 46 releasably engaging either of rccesses 4l or 4I to assist in holding the pawls in stabilized condition and to prevent hunting prior to their release for outward and inward clutching movement respectively. At a predetermined desired speed of rotation of the pawls, centrifugal force will cause outward movement of the pawls. overcoming theaction of springs I6, whereby the pawls will be projected for engaged or clutched positions. Each pawl Il may have a yoke portion Il extending substantially around shaft I 6 and terminating in a counterbalanclng guide and portion' 5l substantially diametrically opposite a clutching end portion Si of each pawl.

'I'he'shell-Nhasthe aforesaid plurality of circumferentiallyspaced pawl receiving slots orl 4member 52. An overrunning clutch D is mounted rearwardly of cage di on shaft l5. A cylindrical member 58 is preferably for-med as a part of the,

driven shaft f3 and receives rollers or cylinders 58, which are maintained in their properly spaced relationship by a spacer ring 85, and a driving cam member ed. The extension 23 has formed thereon an internally toothed clutch member 51 adapted for clutching engagement with the shiftable member E2.

The cam member 56 is drivingly connected to the splines it of the driving shaft l5 and has a. rearwardly extending neck which is journaled ln a suitable bearing 58 carried by the'drlven shaft I3. 'Ihe rearward portion of shaft i3 is rotatably supported and positioned by a bearing 59 mounted on the casing I9, the usual speedometer drive being taken from shaft I3 by gearing $0 in a well known manner.

The planetary gear set, prior to overdrive, is thus adapted to rotate the slots 30 from and at a speed less than that of the driving shaft l5, whereas the pawls 3l are driven directly from and atthe speed of the driving shaft I5 when the automatic clutch C is in its Fig. 2 position. With collar 20 positioned as shown, shaft l5 directly drives shaft I3 through the overrunning clutch D until, at or above the critical speed, the pawls 3 I are projected outwardly for engagement with slots 30, and such engagement will occur when the slots and pawls are substantially synchronized. Synchronization is effected by decreasing the speed of the driving shaft, as by releasing the usual accelerator pedal and allowing the driven shaft I3 to `overrun the driving shaft l5 by reason of the overrunning clutch D. After projection of pawls 3l, while the drive is directly through the overrunning clutch, and during the overrunning action to attain synchronism, the clutching ends of the pawls jump the slots 30 so that the pawls cannot engage the slots until their speeds are substantially the same. f f

When the automatic clutch C engages for providing a two-way positive drive through the planetary gear train, the overrunning clutch D is ineffective and continues to be' so until the pawls are retracted by reason of their rotation below the critical speed.

A novel means for shifting the collar 20 rearwardly has been provided, it being understood that other suitable control means may be used` with my driving mechanism.

A low speed and reverse gear rail 63 is slideably mounted on the casing lBa preferably above the transmission B, best shown in Fig. l, and

adapted to be shifted fore and aft to effect low speed or reverse drive therethrough by selective positioning of a. gear shift lever 64 in a well known conventional manner. Thus the shifter fork llu is xed to rail 88 and engages the groove |611 on the shiftable gear IBs to mesh the same with the low speed countershaft gear lh or the reverse idler gear ISt.

A second and high speed rail 65 is also mounted on casing 86a and is adapted to be shifted forwardly and rearwardly to eiect the direct or the second speed'drive by selective Apositioning of the lever G4. It will be noted that the 'rail 63 is preferably formedlonger than the second and the high speed rail 65.

To assist in maintaining the rail V63 in the position desired, a releasable detent 66 is carried by the casing .l6a and adapted to register with-a recess 1 formed on rail 63 as shown in Fig. l, this being the neutral station of this rail. This detent 66 is also adapted to register with a to engage gears lh and Is for low speed drive.

Upon rearward movement of rail 63 the detent 66 registers with a recess 58, gears lGs and Hit being engaged during said movement to provide the reverse drive.' i

Mounted on casing i60, parallel with the rails t3 and 65 andin close juxtaposition thereto, is a. fork rail` 1i. "An arm 'l2 is mounted inside the casing la and pivotally connected to a shaft 13 extending rotatably therethrough, the other end of arm 12 engaging a slot 14 in rail 1I. Fixed to the end of the rotatable shaft 13 outside casing IGa is a lever arm 15 having its lower portion in engagement with a suitable remote control, inmy drawing a Bowden wire dash control, the details of which will be presently set forth.

When rails 63 and 1I are positioned for a neutra position during which the gear IGs is out of engagement, the rear ends of these rails are aligned transversely. The intermediate portions of rails 63 and 1| have aligned annular grooves 16 and 11 respectively formed thereon, these grooves being interconnected by a pawl interlock-in this case a ball 18. The rails 83 and 1I may each have an adjustable releasable detent to assist in maintaining a desirable retarding pressure thereon, such as shown in the illustrated embodiment in which a ball 19 in an aperture of casing Ilia acts on groover 11, the ball 19 being releasably held by a spring 8l adjustably backed by a bolt 82. A pawl 83 may be interposed in aperture 80 between the groove 16 and an annular groove 84 on rail 85 in alignment with grooves 16 and 11,a ball 85 in the aperture 80 acting on groover 84 and being releasably held by a spring 86 adjustably positioned by a bolt 81 therein.

A fork member 88 carrying the shifter fork 22 is slidable on the rearwardly extending portions of rails 63 and 1l. A pivot pawl 89 carried by member 88, best shown in Fig. 6, which may lbe pivotally held thereto4 by a pin 90, is adapted to engage an incline-sided groove 9| in the railf1l while its other end simultaneously bears against the rail 63.

Assuming the Bowden remote control is positioned as shown, if the rail 63 is shifted rearwardly to engage the gears its and ist, as shown in Fig. 4, the pawl interlock 18 comes into action to hold the rali 1I stationary. During this movement a locking ring 92 fixed to rail 63 comes into contact with member 88 and continuedmovement of rail 63 causes the pivot pawl 89 to disengage itself from slot 9i kand to engage a corresponding incline-sided groove 9-3 in rail 63, thereby causing the fork 2.2 to follow along with the reverse movement of this rail. The rail 6'3 is releasably maintained in the desired position of Fig. 4 by the detent 8-6 registering with recess 68, and itis very evident that when :this rail is positioned as in Fig. 3 its neutral recess 61 is releasably engaged by the detent II and that upon forward movement of this rail by the vehicle driver to engage gears Ih. and lis for low speed drive the detent 3i will register with recess l! to releasably hold the rail.

On the return movement of the rail 63 toward its neutral position of Fig. 3, the fork 22 is carried forwardly with the reverse rail I3 until the forward face of member 33 strikes a locking ring 3l carried by rail 1|, this ring being positioned at l5 against the casing Ila. Continued movement of rail i3 forwardly causes the pivot pawl 33 to rock out of engagement with groove 33 of rail 63 and into locking engagement with groove 3| of rail 1|, it being noted that when member 33 strikes the ring Il .the grooves 3| and 33 of the rails 1| and i3 respectively are aligned transversely with the laterally extending ends of the pivot pawl 33.

When the aforesaid Bowden remote control is actuated to move rail 1| rearwardly, assuming the reverse rail 63 is in its neutral position of Fig. 3, the pawl interlock 13 comes into action .to hold the rail 33 stationary. During this movement the looking ring 34 urges member 3l rearwardly until the ball 191s forced by spring 8| into an annular groove S6 in the rail 1'I at which time the collar 2|l is in its rearward or lock-out position.

Upon forward movement of .the rail 1| through the Bowden remote control toward its neutral position of Fig. 3, the pawl interlock 13 holds the rail i3 stationary and the member Il is carried forwardly with the rail 1| until the ring Il strikes the stop S5 and the spring-actuated ball 19 simultaneously engages the groove 11.

The earlier mentioned remote control includes a Bowden wire 31, as diagrammatically illustrated, which extends forwardly from arm for convenient manipulation by the vehicle driver, such position being indicated by the usual dash 9B which mounts a handle or knob 93 connected to the other end of the Bowden wire 81. The handle is adapted for movement by the hand of the vehicle driver, this handle being guided from its Fig. 1 position to a `position in spaced relationship from dash 98, this latter position being determined by the registering of the spring-actuated ball 1! with the groove 9i in rail 1| as earlier described.

My control means is so arranged that when the knob 9! is pulled outwardly from the dash 38 to eil'ect rearwardly movement of the rail 1| and thereby shift the collar 2l to its aft position, the reverse rail $3 may bev shifted rearwardly in response to positioning of the gear shift lever 6l for the reverse drive through the driving mechanism without disturbing the member 83 carrying fork 22. Thus, upon rearward movement of rail 1| the spring-actuated ball 19 engages groove 36 to hold rail 1I stationary until `the rail 33 is again returned to its neutral position of Fig. 5.

Upon movement of either of rails i3 and 65, the pawl 33 comes into action to hold one of these rails stationary through their respective grooves 1i and 34. Thereby one of rails 33 and 35 is held stationary until the other is returned to its neutral position of Fig. 3. If desired, the rail may be provided with a groove or recess on either side of the ball detent II .to register therewith. Thus, a recess IGI may lbe used .to hold rail Si stationary when the transmission B is set for second speed, while a recess |31 may be used to hold this rail stationary when the transmission is in direct drive.

assenso With reference to the operation of my driving mechanism and control system. when the .parts are positioned as illustrated in Figs. 1 and 2, the driving shaft l5 drives the driven shaft I3 through the members 36 and Il of the overrunning clutch lD. However, when the automatic clutch C is engaged, by momentarily slowing down the speed of the driving shaft to synchronize the speeds of the slots 3l and pawls 3|, the drive between the driving shaft `Ii and the driven shaft I3 will be accomplished with an i overdrive action or increase in speed of the driven shaftover the driving man through automatic clutch C, shell 23, planet gears 2|, annulus gear 25, and extension 23.

When vthe collar 2l is shifted rearwardly by the earlier described Bowden remote control or reverse control, the clutch members 32 and l1 en- 888e and the pawls 3| are shifted out of registration with slots 3l. Therewith the automatic clutch C and the overrunning clutch D are simultaneously rendered inoperative and a two-way directdrive is established between shafts Il and i3 through the intermediary of clutch members 52 and 51.

When the` automatic clutch C is engaged for the overdrive, itis impossible to shift the collar rearwardly or to the right of the position shown to attempt lock-out of the overrunning and automatic clutches for a direct drive, as the pawls 3| will be engaged with slots 3l of the shell 29.

My mechanism thus provides safety controls protecting the teeth of clutch members 52 and 51 when the overdrive is engaged; also protecting `the pawls and slots, and preventing their ratcheting action when driving directly through members 52 and 51 above the critical speed of the automatic clutch.

By reason of my invention, the alignment of the various shafts and rotatable assemblies is made more accurate, easier to manufacture and less costly. For example, one further feature of my invention resides in the provision of the support for the forward end of the cylindrical member 53, or pineapple of the overrunning clutch D, at the extreme end of the driving mechanism A, being centered therein by sun'gear 32 independently of shaft I5, the latter having a twopoint bearing support in casing |6a and at 5l.

As a further feature of my invention, I have provided bearing 58 for the free wheeling cam 5i which is also a bearing for a shift shaft, in this case driving shaft I5 thereby effecting a saving in cost and weight. Particularly, in this embodiment, the rear support for the cylindrical member of the overrunning clutch is at the rear of the driving mechanism while the front support therefor is at the extreme front of the mechanism, allowing the cylindrical member to straddle the moving parts.

As another feature of my invention, I have provided a novel, inexpensive, and efficient control system for power driving mechanisms whereby improper controlling with either or both the gear shift lever of the transmission or the remote control for the overdrive mechanism A is positively prevented, thus permitting the mechanisms to operate with increased quietness and long life. Furthermore, my control system is positive in operation `and does not require any resilient means such as springs to return the shiftable members from the lock-out positions for establishing a direct drive through the overdrive mechanism.

I -do not limit my invention, inl the broader aspects thereof, to any particular combination and arrangement of parts such as shown and described for illustrative purposes since various modifications will be apparent from the teachings of my invention and scope thereof as defined in the appended claims.

I claim:

l. In a motor vehicle power transmission, a driving shaft, a driven shaft axially aligned with said driving shaft, an axially shiftable shaft intermediate said driving and driven shafts and having a splined connection with said driving shaft, said driven shaft having an outer overrunning clutch member carried therewith, an inner overrunning clutch member having splined connection with said intermediate shaft, means including a gear train operable to drivingly connect said intermediate shaft with said outer overrunning clutch member for driving said driven shaft from said driving shaft around said inner overrunning clutch member, a bearing for Journalling said driven shaft on said inner member, clutch teeth drivingly connected to said intermediate and driven shafts, and means for shifting said intermediate shaft axially thereof to engage said teeth and thereby establish a drive between said driving and driven shafts independently of the drive through said gear train driving means.

2. In a motor vehicle power transmission, a driving shaft adapted for rotation in a forwardly driving direction or in a reverse direction, an overrunning clutch operable between said shafts for transmitting a, one-way drive from said driving shaft to said driven shaft, clutching means for connecting said shafts for a two-way drive and including a clutch device drivingly connected to one of said shafts and adapted for shifting movement from a position of clutch release to a second position establishing a driving clutching connection with the other of said shafts, manually controlled operating means for establishing said reverse rotation of said driving shaft and including a shiftable reverse rail, a second rail mounted for shifting movement, an actuator `for said clutch device adapted for selective operating connection with said rails, means for manually shifting said second rail, and means for automatically selectively connecting said actuator with said rails in response to shifting movements of said rails.

3. In a motor vehicle power transmission, a driving shaft adapted for rotation in a forwardly driving direction or in a. reverse direction, an overrunning clutch operable between said shafts for transmitting a one-way drive from said driving shaft to said driven shaft, clutching means for connecting said shafts for a two-way drive and including a clutch device drivingly connected to one of said shafts and adapted for shifting movement from a position of clutch release to a second position establishing a driving clutching connection with the other of said shafts, manually controlled operating means for establishing said reverse rotation of said driving shaft and including a shiftable reverse rail, a second rail mounted for shifting movement, an actuator for said clutch device adapted for selective operating connection with said rails, means for manually shifting said second rail, and latching means for positively connecting said actuator selectively with said rails in response to shifting movements thereof.

4. In a motor vehicle power transmission, a

driving shaft adapted for rotation in aforwardly driving direction or in a reverse direction, an overrunning clutch operable between said shafts for transmitting a one-way drive from said driving shaft to said driven shaft, clutching means for connecting said shaftsfor a two-way drive and including a clutch device drivingly connected to one of said shafts and adapted for shifting movement from a position of clutch release to 'a second position establishing a driving clutching connection with the other of said shafts, manually controlled operating means for establishing said reverse rotation of said driving shaft and including a shiftable reverse rail, a second rail mounted for shifting movement, an actuator for said clutch device adapted for selective operating connection with said rails, means for manually shifting said second rail, latching means providing a releasable positive connection between said actuator and one of said rails, and means acting in response to shifting movement of the other of said rails for causing said latchingmeans to release said positive connection and establish a releasable positive connection between said actuator and said other rail.

5. In a motor vehicle power transmission, a driving shaft adapted for rotation in a forwardly driving direction or in a reverse direction, an overrunning clutch operable between said shafts for transmitting a one-way drive from said driving shaft to saidv driven shaft, clutching means for connecting said shafts for a two-way drive and including a clutch device drivingly connected to one of said shafts and adapted for shifting movement from a position of clutch release to a second position establishing a driving clutching connection with the other of said shafts, manually controlled operating means for establishing said reverse rotation of said driving shaft and including a shiftable reverse rail, a second rail mounted for shifting movement, an actuator for said clutch device adapted for selective operating connection with said rails, means for manually shifting said second rail, latching means releasably connecting said actuator with said second rail for establishing a positive operating connection between said second rail and said clutch device for positive shifting of said clutch device by said manually shifting means from.l said position of clutch release to said position of clutching connection and vice versa, and means acting in response to shifting of said reverse rail for causing said latching means to release said positive operating connection and establish a releasable positive connection between said actuator and said second rail for positive shifting of said clutch device by said manually controlled operating means from said position of clutch release to said position of clutching connection and vice versa.

6. In a motor vehicle power transmission, a power driving shaft, a driven shaft, an intermediate shaft, speed ratio changing mechanism between said driving and intermediate shafts for driving the intermediate shaft from the driving shaft selectively in forward and in reverse directions of rotation, manually operable means for selectively controlling said forward and reverse drives, overrunning clutch means operable between said intermediate and driven shafts, clutching means for connecting said intermediate and driven shafts for a two-way drive therebetween and including a clutch device drivingly connected to one of the last two said shafts and adapted for shifting movement from a position of clutch release to a second position establishing a driving clutching connection with the other of the last two said shafts. additional manually operable means, means operable in response to selective operation of each of said manually operable means for, positively shifting said clutch device from said/released position to said clutching position and vice versa, and clutch controlled means operable to drivingly connect said intermediate and driven shafts for driving said driven shaft from said intermediate shaft at a speed differing therefrom independently of the drive through said overrunning clutch means and independently of said twoway drive, the last said driving means including additional clutch means for controlling the drive therethrough, said additional clutch means being operable to establish said different speed drive only when said clutch device is in its said released position.

7. In a motor vehicle power transmission, a power driving shaft, a driven shaft. an intermediate shaft, speed ratio changing mechanism between said driving and intermediate shafts for driving the intermediate shaft from the driving shaft selectively in forward and in reverse directions of rotation, manually operable means for selectively controlling said forward and reverse drives, overrunning clutch means operable between said intermediate and driven shafts, clutching means for connecting said intermediate and driven shafts .for a two-way assenso drive therebetween and including a clutch devicedrivinglyconnectedtooneofthelasttwo said shafts and adapted for shifting movement iromapositionofclutchreleasetoasecond position establishing a driving clutching con- 5 nection with the other of the last two said shafts, additional manually operable means, vau element operably connected to said clutch device and adapted for reciprocation for effecting shifting movements of said clutch device between its said 10 positions, operating mechanism between said element `and each of said manually operable means, and means providing positive reciprocating connection between said element and each of said operating mechanisms in response il to selective actuation of each of said manually operable means.

8. In t a motor vehicle power transmission, aligned shafts. overrunning clutch means between said shafts, clutching means operable to n couple said shafts for a two-way drive therebetween, a reciprocatory element connected to operate said clutching means, a plurality of selectively operable manually actuating means. latching means connecting one of said plurality of actuating means with said element for positively reciprocating said element. and means acting in response to manual operation of the other of said actuating means for effecting release of said latching means with the first said actuating means and connection thereof with the second said actuating means for positively reciprocating said element.

EDWIN R.. MAURER. 

